Vehicle-pole



(No Model.) A Sheets-Sheet 1. S. R. BAILEY.

VEHICLE POLE.

No. 419,984. Patented Jan. 21,1890.

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S. R. BAILEY.

VEHICLE POLE.

No. 419,984. Patented Jan. 21, 1890.

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(No Model.) 4 Sheets-Sheet 4. S. R. BAILEY.

VEHICLE POLE.

No 419,984. Patented Jan.21,1890.

NITED STATES ATENT OFFICE.

SAMUEL R. BAILEY, OF AMESBURY, MASSACHUSETTS.

VEHICLE-POLE.

SPECIFICATION forming part of Letters Patent N 0. 419,984, dated January 21, 1890. Application filed March 15, 1889. Serial No. 303,474. (No model.)

In said drawings, Figure 1 is a top plan view showing a vehicle-pole embodying my improvements, the front portion of the pole proper being broken away and the evener and whiffletrees omitted. Fig. 2 is an enlarged detached horizontal section taken through the rear portion of the pole and central portion of the cross-bar and showing my improved method of uniting the pole and cross-bar. Fig. 3 is a detached top plan view showing a portion of the end part of the crossbar, the draft-iron, and the stay as heretofore formed and united. Fig. 4. is a top plan view showing my improved method of forming and uniting the parts shown in Fig. 3 when the re-enforce plate is arranged beneath the crossbar. Fig. 5 is a side elevation of Fig. 4, viewed as from the near margin of the sheet when it is turned to the right. Fig. 6 is a transverse section taken on line Z, Fig. 4.. Fig. 7 is a view similar to Fig. 4, but showing an improved method of re-enforcing the crossbar, with the vertical bolt in transverse section. Fig. 8 is a side elevation of Fig.6, viewed as from near the margin of the page when it is turnedto the right, the vertical bolt being in place. Fig. 9 is a longitudinal horizontal section taken on line X, Fig. 8. Fig. 10 is a transverse section taken on line WV, Fig. 7. Fig. 11 is a side elevation of the rear portion of my improved. stay. Fig. 12 is a top plan View of Fig. 11. Fig. 13 is a view similar to Figs. 5 and 8, showing my improved stay in connection with coacting parts. Fig.

1a is a top plan view of Fig. 13. Fig. 15 is a horizontal longitudinal section taken on line V, Fig. 13. Fig. 16 is a transverse section taken 011 line S, Fig. 13. Fig. 17 is a similar section taken 011 line T, Fig. 14, and viewed as from the right therein.

This invention relates to that class of vehicle-poles known as shifting-poles, which embody the pole proper, a cross-bar or cir ole-bar, as it is inditferently termed, secured to the rear end of the pole, stays which connect with the pole and circle-bar, and draftirons extending from the circle-bar and terminating in eyes to receive the shackle-bolt of the vehicle; and it consists in features of novelty that will be hereinafter fully described, and pointed "out in the claims.

Referring again to said drawings,a represents the pole proper. b is the circle-bar or cross-bar. c c are the draft-irons having eyes at their rear ends for the shackle-bolt, and d d are the stays.

In Fig. 3 is shown the manner heretofore practiced of uniting said parts I), c, and d, the wooden bar 6 having a bearing against 0 of greater extent than parts 0 and (Z overlap each other, and its ends being unconfined, except by lateral pressure, a re-enforce plate 6 being arranged beneath and bolted to bar I), as shown. This method of uniting b, c, and d has ever been objectionable on the score of lacking that symmetry and neatness which in carriage construction has long been a desideratum, besides which the ends of the bar are liable to split in a horizontal line through the holes .that receive the scan ring-bolts f. To obviate this faulty and objectionable feature 1 form irons c at their front portion with a recess or reduced thickness, (shown at 72,) thus forming a shoulder g, and I reduce the thickness of bar Z) near its ends and terminate it at said shoulder, leaving room, however, between the two for abolt j, the head of which rests upon the three parts I) c (1, while its nut bears upon a and d, as also upon plate 6, which latter conforms to the outline of b and terminates therewith. By this construction the end of bar I) and plate e are con-v fined and compressed upon every side, thereby securing the bar from splitting, while the thinner strap-like portion 2' of stays at is extended past shoulder g of stay 0, and is secured to the latter by one of the bolts f,thus forming a close, compact, solid, and very neat connection, obviating the double offset, before necessary, as shown in Fig. 3, at the termination of b and (I, while the strap-like portion h of draft-iron o is extended along the inner face of bar (7. and is secured to the bar and stay by other bolts f, as heretofore.

These two different constructions are clearly shown by contrast in Figs. 3 and 4, while Fig. 5 is a near side elevation of Fig. 4, and Fig. 6 is a section on line Z, Figs. 4L and 5.

A further feature of my improvements consists in re-enforcing bar I) at the sides thereof with the metal plates Z, which terminate with the bar at bolt j, and are held in place by bolts f andj, and are in their middle portion riveted to the bar. When these plates Z are employed, the under plate 6 may or not be employed, but for strength is not required, This feature is clearly shown in Figs. 7 and 9 of the drawings, Fig. 8 beinganear side elevation thereof, and Fig. 10 a transverse section 011 line WV.

Instead of bolting stays d to the outer side of bar I), as already described, I prefer to form the stay with a wing m, having one or more holes 02, in which case the outer metal plate Z is extended back and receives the rear bolt f, L which passes through iron d, said wing at fitting closely between plates ll and between shoulder g and the rear end of bar 17, as shown in Figs. 13, l4,and 15, a rivet or rivets 2 19 passing through 0, Z Z, and m, as shown, and a slightly-raised portion 3 is riveted closely! down upon draft-iron c. A safety-strap loop i (1 may be employed to serve as a substitute for one of bolts f, but is not claimed as novel.

For the purpose of securing the rear end of pole at to circle-bar Z) in a strong, neat, and effective manner I employ a coupling t, preferably of cast metal, which is riveted either j to the front plate Z, as shown in Fig. 2, or direct to the bar, as preferred, and in this coupling the rear end of the pole is seated, a T- iron u, which may be duplicated at the under side, also serving to secure the pole and bar together.

It will be obvious that when the side plates l are employed and are rigidly secured to the draft-iron by bolts passing through both but very slight vertical strain willbe brought upon bar I), as the vertical rigidity of the re-enj force irons receives and resists the same, and,

further, when shoulder 41 at the base of wing m bears against the under side of iron 0, and projection s is riveted upon the top side of c, that then the parts are secured together in the same manner as when bolt is employed.

I claim as my invention- 1. In a vehicle-pole, the combination of draft-iron 0, formed with a recess and shoulder g, the-bar b and its iron re-enforce fitted in said recess and conforming to said shoulder, and an outside iron overlapping said shoulder and bolted to said cross-bar and to iron 0 in rear of the shoulder, substantially as specified.

2. In a vehicle-pole, the combination of draft-iron 0, formed with a recess and shoulder 9, bar 5 and its re-enforcing plates Z, coinciding with said recess and shoulder, and an outer iron overlapping said shoulder and at its rear end bolted to iron 0, substantially as specified.

3. The combination of draft iron 0, recessed and shouldered, as specified, cross-bar 19, its re-enforce irons Z, and stay d, formed with wing on, all substantially as specified.

4:. The draft-irons 0, formed with a side recess and shoulder g, with a reduced portion it upon one side thereof, and having a per-' to iron 0, adjacent to said shoulder, and avertical boltj, inserted between said shoulder 9 and the end of bar I), substantially as specified.

SAMUEL R. BAILEY.

Witnesses:

T. W. PORTER, EUGENE HUMPHREY. 

